In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used on the MK IV body to make the Spitfire 1500. Although in this final incarnation the engine was rather rough and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm (3.44 in), which made it much more drivable in traffic.[1]
While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel.[1] With the addition of a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp (40 kW) (DIN) with a slower 0–60 mph time of 16.3 seconds.[13] The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production.
In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models,[1] led to the most powerful variant to date. The 1500 Spitfire now produced 71 hp (DIN) at 5,500 rpm, and produced 82 lb⋅ft (111 N⋅m) of torque at 3,000 rpm.[1] Top speed was now at the 100 mph (160 km/h) mark, and 0 to 60 mph (97 km/h) was reached in 13.2 seconds.[1] Fuel economy was reduced to 29mpg.[1]
Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average.
The American market Spitfire 1500 is identified by large plastic over-riders and wing mounted reflectors on the front and back wings/fenders. US specification models up to 1978 featured chrome bumpers, and on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders, using chassis extensions to support the bumpers.
Detail improvements continued to be made throughout the 1500's production run, including reclining seats with "chequered brushed nylon centre panels" and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches.[14] Also added for the model's final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones.[14] Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available.
The 1980 model was the last and the heaviest Spitfire, weighing 1,875 lb (850.5 kg).[1] Base prices for the 1980 model year were $7,365 in the US and £3,631 in the UK.[1]
Die-cast models[edit]
- Dinky Toys produced a model of the Spitfire 4 in the 1960s
- Lledo Vanguards produced models of both the Spitfire 4 and the Mark 3 in the 2000s
- Vitesse produced a model of the Mark IV in the 2000s
- Sun Star produced a 1:18 scale die-cast model of a 1970 MkIV Spitfire in the 2000s
- Minichamps produced a 1:43 Spitfire 1500 in both Green and Mimosa Yellow
- A 1:18 scale die-cast model of a MkIV Spitfire has also been produced under the label Chrono.
References[edit]
Notes
- ^ Jump up to:a b c d e f g h i j k l m n o p q r s t u v w x y z aa Robson (1982), p. 187.
- ^ http://www.motorgraphs.com/heritage/malines-belgium-factory-leyland-triumph-1972_a156434.aspx Malines (Belgium) factory Leyland-Triumph 1972, (c) British Motor Industry Heritage Trust
- ^ SPITTY TIPS – 19. Australian Spitfire Colours Retrieved on 30 March 2012
- ^ Jump up to:a b c "Used car test: 1970 Triumph Spitfire Mk.3". Autocar. 138 (4022): 26–27. 28 June 1973.
- ^ "Spitfire Production Dates". triumphspitire1500.co.uk.
- ^ Lentinello, Richard (August 2012). "Triumph's Triumph". Hemmings Motor News.
- ^ Triumph advertisement circa 1974: http://www.triumphspitfire.nl/salesliterature/IMG_0051.jpg
- ^ Jump up to:a b Blunsden, John (October 1962). "Triumph Spitfire 4". Illustrerad Motor Sport (in Swedish). No. 10. Lerum, Sweden. p. 16.
- ^ Blunsden, p. 17
- ^ Jump up to:a b "News and views: 100,000 Triumph Spitfires". Autocar. 128 (3757): 58. 15 February 1968.
- ^ Standard-Triumph Sales Ltd (1970). Standard-Triumph Spitfire Mk3 Spare Parts Catalogue. Standard-Triumph Sale Ltd, Spares Division, Coventry, England.
- ^ Jump up to:a b Thomason, John (2006). Triumph Spitfire and GT6: a guide to originality. Ramsbury: Crowood. ISBN 9781861268617. OCLC 67375471.
- ^ "Triumph Spitfire: Still attractive after all these years". Sports & GT Cars. 1980.
- ^ Jump up to:a b "Motorweek:New Models ... Spitfire". Motor: 2. 5 March 1977.
Bibliography
- Robson, Graham (1982). Triumph Spitfire and GT6. Osprey Publishing. ISBN 0-85045-452-2.
Further reading[edit]
- Peter G. Strasman and J.H. Haynes. (1987). Triumph Spitfire owner's workshop manual. Haynes. ISBN 1-85010-022-5.
- Porter, Lindsay; Williams, Peter (1988). Triumph Spitfire, GT6, Herald Vitesse: Guide to Purchase and D.I.Y. Restoration. G T Foulis. ISBN 0-85429-583-6.
- British Leyland (1992). Competition Preparation Manual (reprint ed.). Brooklands Books. ISBN 1-870642-60-0.